Car construction



sept. 6, 193s.

O. C. DURYEA GAR CONSTRUCTION Filed Nov. A2o. 195ey 2 sheets-sheet 1 @1 W. W w w C M s M m ma m. m, I NN a H I l Ul l I I I Il I i H H Il mi A|/| m fw@ (III m. mi W N @L Qn. uw@ mw@ mm wtmwmm MS@ NQS .0m m., am, @m l I v1.1 Ill. -www W mm II II LVW :MWWMNQQNW m @v QV: (w a` ha QD WW NW w Sept. 6, 1938. o. c. DURYEA 2,129,550

GAR CONSTRUCTION Filed Nov. 2o. 193e 2 Sheets-sheet 2 ,iiiiiiii iiliiiiiiiiiiiimiffl m,

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Patented Sept. 6, 1938 UNITED STATES PATENT OFFICE CAR CONSTRUCTION Application November 20, 1936, Serial No. 111,959

12 Claims.

This invention relates to railway car underframes of the Duryea type that provide long travel for resisting draft and bufling shocks with low forces, together with train slack that is pre- 5" determined independently of and is shorter than said long travel; In a well known form, said Duryea 'underframe embodies a draftl and buffing column that is mounted for movement relative to the car body and bolsters of relatively large extent, said movement being cushionedl by suitable long travel cushion gears. Couplers are mounted for movementI of limited extent relative to said draft and buing column to provide train slack that is predetermined independently of the travel of said column relative to the car bolsters and is also suitably cushioned. The present invention relates more particularly to a long travel cushion gear comprising both resilient andY friction means which servesy to cushion the movement' of the draft and bufling column relative to the bolsters as well as the train slack movement of the couplers relative to the draft and bufiing column.

One ofthe objects of the invention is to provide` a long travel gear of the type characterized above rand embodies novel construction of simple design and'few parts, that is inexpensive to manufacture and is vreadily assembled and installed, and thatis adapted to give satisfactory cushioningwith low forces and' long life. Other objects of the invention will appear hereinafter as the description proceeds;

One embodiment of the invention has been illustrated in the accompanying drawings but it isto be expressly understood that said drawings are' for purposes of illustration only and are not to'be construed as a definition of the limits ofV the invention, referencev being had to the appendedv claims for this purpose.

lnV the drawings,

Fig. 1 is a plan view insection of one end of a car underframe embodying the invention;

Fig; 2 is a side view in section on the center line of the construction shown in Fig. 1;

Fig. 3 is a section on the line 3-3 of Fig. 2;

Fig; 4 is a section on the line 4 4v of Fig. 2; and

Fig. 5 is a section on the line 5 5 of Fig. 2. Referring now to the drawings, a part of the car bolster at one end of the car isv shown in Figs. 1, 2 and 3 and comprises a center brace I adapted to rest on the car truck (not shown) andl suitable laterally-extending construction 2. Thisbolster construction may be o-f` any suitable type and as here shown is cast integrally in a singleA casting. Extending slidably past the bolster construction is av draft andV buh-lng column which Aalso may be of any suitabletype` andwhich as here shown comprises two spaced channel members 3, 3 that extendthrough" openings 4' (Cl. 213-8)v in the bolster construction and embrace the center brace I. Said channels are connected together in any suitable manner and in the form shown are provided with top and bottom cover plates 5" and 6, respectively, on both sides of the bolster construtcion. Adjacent the bolster said column 3,' 3 is open at top and bottom in order to permit itsl longitudinal movement, the extent o-f which is positively limited in any suitable manner as by stop plates I and 8 preferably welded to the channels 3, 3 and adapted to engage the outer and inner faces of the center brace I as the column 3, 3"moves inwardly or outwardly respectively. vDraft and buffing forces are transmitted to th draft and buiing column 3, 3 by means of suitable couplers preferably mounted at the ends of said column for movement of predetermined limited extent relative thereto so as toI provide train slack. A suitable construction is shown somewhat diagrammatically in Figs. 1 and 2. Cheek plates 9 are secured to the inner faces of the channels 3, 3'in any suitable manner as by weldingv along the upper and lower edges I0 thereof (Fig. 2). Said cheek plates are provided with ribs II extending through openings in the channels 3, 3 and'deii'ning the edges of slots I2' through which ext-ends a key I3, said key as shown having an enlarged head I4 at one end and a retaining pin I5 in a slot I6 at the other end. The shank of the coupler I'l extends inwardly between the cheek plates 9 and is provided with a slot I8v through which the key I3 also extends. Said coupler may be of the swivel butt type and to this end may have any suitable swivel connection with a casting I9, the drawings showing avertical pivotpin 2U which extends through the butt ofA the coupler I1 and the casting I9.

The coupler I1 and associated parts' are normally-maintained in the positions shown in Figs. 1 and 2 by the cushion gear described hereinafter. Draft forces applied to the coupler Il are transmitted to the casting I9 by means of the pivot pin 20v, said casting I9 bearing against the inner face of the key I3 which in turn bearsagainst the outer ends ofthe slots I2 whereby the draft and buiiing column 3, 3 is pulled` outwardly by the coupler without train slack movement of the coupler relative thereto. In the case of buing forces, however, said coupler I'I may move inwardly relative to the key I3 due to the fact that the slot I8 is longer than said key, and thereafter-the coupler Il and key I3 may move inwardly together relative to the draft and buffing column 3, 3due to the fact that the slots I2 are also longer than the key I3. This inward movement ofthe coupler I'l relative to the column is transmittedto the casting I9 and thence t'o'the cushion gear described hereinafter so that the trainV slack movement of the coupler is` cushioned by said gear, and the extent of this train slack movement is limited as hereinafter described. When this limit is reached, further inward movement of the coupler |1 causes in- 5 Ward movement of the draft and buffng column A long travel cushion gear is arranged to cushion the train slack movement of the coupler relative to the draft and buiiing column and also the movement of the draft and bufling column relative to the car bolsters, said gear comprising both resilient and frictional means. A coil spring 2| extends substantially from the bolster construction to the casting I9, said spring surrounding and being guided by a link 22 terminating in a head 23 against which the outer end of the spring bears. Interposed between said head 23 and the casting |9 is a suitable follower plate 24 whereby bufi'lng forces are transmitted from the coupler I1 to the spring 2|. The outer ends of the spring 2| and link 22 are supported in a suitable casting 25, preferably cylindrical, that is rigidly secured to the draft and buiiing column and is normally spaced from the follower 25 plate 24 as indicated at 26 to provide train slack.

As shown in Fig. 5, said casting 25 preferably comprises radially extending arms 21 that are welded at 28 to the channels 3, 3, the extent of inward train slack movement of the coupler I1 30 being limited by the engagement of the follower plate 24 with the outer end of the casting 25 whereby bufng forces are transmitted to the column 3, 3.

The inner end of the spring 2| adjacent the bolster construction is seated in a spring seat or chair comprising a casting 29 that is substantially rectangular in shape and surrounds said spring as shown in Fig. 4, said casting having upper and lower inwardly extending arms 39 terminating in a head 3| against which the end of the spring bears, said head having an opening through which the link 22 extends freely. Preferably the arms 3D extend within a recess in the center brace I, the lower arm being supported and guided on the lower wall of the recess as shown in Fig. 2. Preferably a sleeve 32 also extends through the opening in the head 3| around the link 22 and is provided with flanges 33 held against the head 3| by the spring 2|, said sleeve 32 being provided to facilitate assembly and installation of the cushion gear. The link 22 extends through the center brace I and carries at its outer end a sleeve casting 34 that is preferably supported and guided on the lower wall of the bolster recess as shown in Fig. 2-. Slots 35 in the sides of the casting 34 are aligne-d with a slot 36 in the end of the link 22 and a pin or key 31 extends through the slots 35 and 36, the casting 34 being maintained tightly on the end of the link 22 by means of a spring 38 interposed between the end of the link and the end wall 39 of the sleeve casting 34. Said casting 34 is also provided with laterally extending wings 40 terminating in vertical follower lugs 4|.

65 It will be seen that the spring 2| is operatively interposed between the spring seat 29 and the casting 34, so that on compression in one direction the spring bears against said spring seat 29 while on compression in the other direction it bears operatively against said casting 34. This compression of the spring is utilized not only to resist longitudinal movement of the draft and buffing column, but also to maintain frictional engagement of suitable friction means for resisting longitudinal movement of said column.

Preferably the center brace casting is provided with oppositely inclined wedge surfaces one or the other of which is engaged by suitable friction means according to the direction of movement of the column, said friction means being operatively engaged by the spring seat 29 or casting 34 depending on the direction of compression of the spring. The inclined wedge surfaces are preferably disposed so as to maintain frictional engagement of the friction means with the draft and buffing column at both sides of the bolster and in both directions of movement of the column. In the form shown herein, the oppositely inclined wedge surfaces are disposed at the inner and outer sides of the bolster and are engaged by inner and outer friction shoes as described in detail hereinafter.

As the coupler I1 and column 3, 3 move inwardly under bufling forces, the spring 2| is compressed against the spring seat 29 to resist the longitudinal movement of said column, and the compression of the spring is also employed to maintain frictional engagement of suitable friction means interposed between the center brace and the adjacent channels 3, 3. To this end the outer side of the bolster construction is provided with inclined friction surfaces 42 and adjacent thereto the inner faces of the channels 3, 3 are provided with plates having inclined friction surfaces 43 and being secured to the channels in any suitable manner as by welding. Tapered friction shoes 44 engage the friction surfaces 42 and 43 and are maintained in such engagement by the spring 2| by any suitable follower means, the spring seat casting 29 being provided in the form shown with lugs or abutments 45 engaging the shoes 44.

Similarly means are provided whereby the compression of the spring to resist outward movement of the column 3, 3 is resisted by compression of the spring 2| supplemented by friction means. As shown, the inner side of the bolster construction has inclined friction surfaces 46 corresponding to the surfaces 42 and the adjacent inner faces of the channels 3, 3 are provided with plates having inclined friction surfaces 41, said friction surfaces 43 and 41 being here shown as oppositely inclined surfaces of members welded to the channels 3, 3. Tapered friction shoes 48 are interposed between said surfaces 46 and 41 and are adapted to be engaged by the lugs or followers 4|. As the column 3, 3 moves outwardly on draft, the inner or bolster end of the spring is engaged by suitable means to compress said spring against the head 23 of the link 22, and in the form shown the outer ends of the friction members 43 engage laterally extending lugs 49 formed on the spring seat casting 29. The lugs 4| are preferably spaced slightly from the shoes 43 to provide for wear so that Ysaid link 22 and spring 2| may move outwardly a short distance until the follower plates 4| engage the inner friction shoes 48 whereupon the link 22 is held against further outward movement and the spring 2| is compressed against the head 23.

Adjacent the bolster construction, the draft and bufling column 3, 3 is preferably strengthened by the provision of plates 50 that extend between the flanges of the channels 3, 3 and are suitably secured thereto as by welding at 5| (Fig. 3). Preferably said plates 5U have frictional bearing on suitable portions of the bolster construction, and as shown in Figs. l and 3, the bolster construction 2 is provided at the outer sides of the openings 4 therethrough with raised surf the spring 2|.

ont

faces 52. whichv provide bearing surfaces for the plates 50. A,

The operation ofthe device will be clear from theforegoing description. When a draft force y is applied to the coupler at the end of the car shown in the drawings, the draft and bufling column 3, 3 is moved outwardly without train slack as above described. The friction members 43 secured to the channels engage the lugs 49 of the spring seat 29 and also move said spring seat outwardly with the column. Through the spring 2|, head 23A andI link 22 the follower lugs 4| engage the friction shoes 48 and outward movement of the link 22 and head 23 is thus prevented so thatv the spring 2| is compressed against the head 23; the compression of the spring resisting theoutward movement of the draft and bufiing column and also maintaining frictional engagement of the shoes 48 between the friction surfaces 46 and 41. When the surfaces 41 are inclined, as shown herein, continued outward movement of the column 3, 3 causes the shoes 48 to move inwardly so that they must retreat along the surfaces 46 and against the compression of In case the draft force is great enough, the outward movement of the draft and bufiing column may continue until the stop plate 8 engages the inner face of the center brace I. Thereafter the spring 2| expands to restore the parts to the position shown inthe drawings.

When a buing force is applied to the coupler |1 at the end of the car shown in the drawings, said coupler rst moves inwardly relative to the y column to provide train slack as above described, and `this inward movement is cushioned by compression of the spring 2| against the spring seat 29 whichis held against inward movement by the engagement of the abutments 45 with the shoes 44. When the inward movement of the coupler has continued for a distance equal to the space 26, the follower 24 engages the outer end of the casting 25 and thereby moves the draft and buiiing column 3, 3 inwardly, continuing the compression of the spring 2|. Since the compression -ri of the spring is transmitted to the shoes 44, said shoes are maintained in frictional engagement between the surfaces 42 and 43, and are forced to retreat along the surfaces 42 due to the inclination of the surfaces 43. When the bufflng force iis great enough, the inward movement of the draft and bufling column may continue until the stop plate engages the outer face of the center brace Thereafter spring 2| expands and restores the parts to the position shown in the drawings.

The engagement between plates 50 and surfaces 52 provides a lateral support for the channels 3, 3 to take up the wedging action of the friction shoes 44 and 48 as above described, said wedging action tending to spread or separate the channels 3, 3. Moreover, friction between the plates 5U and the surface 52 supplements the resistance to movement of the draft and builing column.

While only one embodiment of the invention has been described and illustrated in the drawings, it will be understood that the invention is capable of various mechanical embodiments and that changes may be made in the form, details of construction and arrangement of the parts without departing from the spirit of the invention. Reference is therefore to be had to the appended claims for a definition of the limits of the invention.

I claim:

1. In a railway car, the combination of 'a body bolster, a draft and bufling column extending slidably past said bolster, a coupler mounted for movement of limited extent. relative to said column and for further movement with said column, cushioning means for resisting movement of said column comprising means interposed between and in frictional engagement with the bolster and said column and resilient means, follower means for. said resilient means engaged by said coupler during. its movement relative to said column, and follower means for said resilient means engaged by said column, said two follower means and resilient means being constructed and arranged to transmit the compressive force of said resilient means to said friction means.

2. In a railway car, the combination of a body bolster, a draft and buiing column extending slidably past said bolster, a coupler mounted for movement of limited extent relative to said column and for further movement with said column, cushioning means for resisting movement of said column comprising means interposed between and in frictional engagement with the bolster and said column and resilient means, said resilient means being operatively connected to said column and compressed by movement thereof and also operatively connected to said coupler and compressed by movement thereof relative to said column and said operative connections and resilient means being constructed and arranged to transmit the compressive force of said resilient means to said friction means.

3. In a railway car, the combination of a body bolster, a draft and bufng column extending slidably past said bolster, a coupler mounted for movement of limited extent relative to said column andfor further movement with said column, cushioning means for resisting movement of said column comprising means interposed between and in frictional engagement with the bolster and said column and resilient means, said resilient means extending substantially from said bolster to said coupler, follower means between said resilient means and coupler, and follower means for said resilient means adjacent said bolster and adapted to be engaged by said column, said two follower means and resilient means being constructed and arranged to transmit the compressive force of said resilient means to said friction means.

4. In a railway car, the combination of a body bolster, a draft and bufling column extending slidably past said bolster, a coupler mounted` for movement of limited extent relative to said column and for further movement with said column, cushioning means for resisting movement of said column comprising means frictionally interposed between the bolster and column and resilient means, said resilient means extending substantially between said coupler and friction means and compressed on inward movement of said coupler, follower means at the bolster end of said resilient means adapted to be engaged by said column on outward movement thereof for compression of said resilient means, and means operatively connecting the coupler end of said resilient means with said friction means, said follower means and operative connection being constructed and arranged to transmitv the compressive force of said resilient. means to said friction means on inward movement of said coupler and on outward movementV of said column.

5. In a railway car, the combination of a body bolster, a draft and bufiing column extending 75 slidably past said bolster, a coupler mounted for movement of limited extent relative to said column and for further movement with said column, friction means between the bolster and column at the inner and outer sides of said bolster, resilient means extending between said outer friction means and said coupler and compressed on inward movement of said coupler, follower means at the bolster end of said resilient means adapted to be engaged by said column on outward movement thereof for compression of said resilient means, and means operatively connecting the coupler end of said resilient means with said inner` friction means, said follower means and operative connection being constructed and arranged to transmit the compressive force of said resilient means to said outer friction means on inward movement of said coupler and to said inner friction means on outward movement of said column.

6. In a railway car, the combination of a body bolster, a draft and buffing column extending slidably past said bolster and having a friction member secured thereto, a coupler mounted for inward movement of limited extent relative to said column and for further inward movement and outward movement with said column, friction means between said bolster and friction member, resilient means operatively connected to said coupler and compressed on inward movement thereof, and follower means engaged b y said friction member for compressing said resilient means on outward movement of said column, said follower means and operative connection being constructed and arranged to transmit the compressive force of said resilient means to said friction means on inward movement ofk said coupler andon outward movement of said column.

7. In a railway car, the combination of a body bolster, a draft and buing column extending slidably past said bolster, a coupler mounted for movement of limited extent relative to said column and for further movement with said column, friction means between the bolster and column at the inner and outer sides of said bolster, resilient means having a follower at one end operatively engaged by said coupler and being compressed on movement thereof in one direction, a follower at the other end normally operatively engaging said outer friction means and adapted to be engaged by said column to compress said resilient means on movement of said column -in the opposite direction, and means comprising a link and operatively connecting said one end of said resilient means with said inner friction means whereby the compression of said resilient means on outward movement of said column is transmitted to said inner friction means.

8.v In a railway car, the combination of a body bolster, a draft and buifing column comprising spaced elements extending slidably through openings in said bolster and embracingV ai portion'of said bolster between them, one of said elements having a hollow closed rectangular cross section, friction means between said bolster portion and the inner side of said one element, resilient means, the outer side of said one element having a bearing against said bolster, and means constructed and arranged to compress said resilient means on movement of said column and to transmit the compressive force of said resilient means to said friction means.

9. In a railway car, the combination of a body bolster, a draft and buing column comprising spaced channel members extending slidably through openings in said bolster and embracing a portion thereof, said channels being connected together at both sides of said bolster, plates secured to the anges of said channels adjacent said bolster and forming hollow columns therewith, and cushioning means comprising friction elements adapted to be wedged between said bolster portion and said channels, the portions of said bolster outwardly of said channels having bearing surfaces for said plates.

10. In a railway car, the combination of a body bolster, a draft and buing column extending slidably past said bolster, a coupler mounted for movement of limited extent relative to said column and for further movement with said column, follower means engaged by said coupler during its movement relative to said column, follower means engaged by said column, resilient means operatively engaged by said follower means, said bolster having oppositely inclined wedge surfaces, and friction means adapted to engage said wedge surfaces to cause frictional engagement with said draft and bufiing column, said resilient means and two follower means being constructed and arranged to urge said friction means against one or the other of said wedge surfaces.

l1. In a railway car, the combination of a body bolster, a draft and bufling column extending slidably past said bolster, a coupler mounted for movement of limited extent relative to said column and for further movement with said column, resilient means extending substantially from-said bolster to saidcoupler, follower means between said resilient means andv coupler, follower means for said resilient means adjacent Said bolster and adapted to be engaged by said column, said bolster having oppositely inclined wedge surfaces, and friction -means interposed between said bolster and column, said two follower means and resilient means being constructed and arranged to urge said friction means against one wedge surface'on compression b y one follower means and against the other wedge surface on compression by the other follower means.

l2. In a railway car, the combination of a body bolster, a draft and buing column extending slidably past said bolster, a coupler mounted for movementof limited extent relative to said column and for furtherl movement with said column, said bolster having inner and outer wedge surfaces that are oppositely inclined, friction means between the bolster and column and engaging said wedge surfaces, resilient means having a follower at one end operatively engaged by said coupler and being compressed on movement thereof in one direction, a follower at the other end normally operatively engaging said friction means and urging the same against one wedge surface, said second follower being adapted to be engaged by said column to compress said resilient means on movement of said column in the opposite direction, a friction follower adapted to engage said friction means and urge the same against said other wedge surface, and means comprising a link and operatively connecting said one end of said resilient means with said friction follower.

OTHO C. DURYEA. 

